EP1192436A2

EP1192436A2 - Tyre testing method and apparatus

Info

Publication number: EP1192436A2
Application number: EP01971451A
Authority: EP
Inventors: Fabrizio Crema; Carlo Di Bernardo
Original assignee: Pirelli Pneumatici SpA; Pirelli SpA
Current assignee: Pirelli Tyre SpA
Priority date: 2000-04-12
Filing date: 2001-04-04
Publication date: 2002-04-03
Anticipated expiration: 2021-04-04
Also published as: JP2003532068A; WO2001081886A3; AU9517901A; EP1192436B1; US6729179B2; WO2001081886A2; JP4484415B2; DE60140242D1; US20030037608A1

Abstract

The invention relates to a method for testing tyres intended in particular to heavy road haulage, able to verify the fatigue strength of the sidewalls thereof. The method consists in displacing a rotating disc (19) against the sidewall of a tyre (2) which rotates on a rolling drum (4); this produces a cyclical deformation of the tyre sidewall which, at each rotation, locally assumes a profile having a curvature opposite to that of its undeformed configuration. This produces a fatigue stress in the carcass cords of the tyre, that break after a short period of time in a manner similar to that occuring in real use to twinned tyres when interference due to an irregula operating condition arises between them. The invention also comprises an apparatus for carrying out the tesitng method.

Description

"Tyre testing method and apparatus"

The invention relates to a method for testing tyres and to an apparatus for implementation thereof, intended in particular but not exclusively for tyres of heavy road haulage vehicles (lorries and the like).

A phenomenon typically affecting this kind of tyres consists in the break which reveals itself as a clean cut on the side of the tyre, extending circumferentially thereto and along which cutting off of the radial cords forming the carcass of said tyre occurs. Said phenomenon is known to persons skilled in the art by the name of "zipper break".

The reinforcing cords of tyre carcasses for heavy road haulage generally consist of metallic wires and are much stronger than textile cords commonly used in the carcasses of car tyres: as a result it is therefore difficult to understand how this type of break occurs, all that more taking into account that it may happen even only after a small number of kilometres travelled by the tyre.

In other words, said "zipper break" cannot be attributed to the normal wear to which a tyre is subject following prolonged use over time or in particularly severe conditions (heavy load, rough road surface, etc.), and does not fall within the other known forms of tyre breaks.

Consequently, hitherto it has not been possible to understand and reproduce with the usual methods (computer analysis, experiments, etc.) the conditions which in real life lead to the "zipper break" of tyres; this has also rendered impossible to provide tyre structures for lorries and the like, specifically designed to prevent said particular type of break.

The present invention aims at remedying this situation.

The invention arises from Applicant's perception that the "zipper break" is caused by abnormal and occasional working conditions of the sidewall of the tyre, capable of causing a particular fatigue stress in the carcass structure.

An example of these stresses is the so-called "kissing", i.e. the interference which occurs between two tyres mounted side by side on the same axle (such as the twinned tyres in the lorries) in the event of an excessive load acting on them, or when one of the tyres is operating with an inflation pressure lower than that of the other tyre or both the tyres have a pressure which is lower than the nominal operating pressure.

Therefore, on the basis of said perception, the present invention provides a method for testing tyres and an apparatus for carrying out said method, suitable for reproducing the conditions which, during use, give rise to the phenomenon of "zipper break".

The characterising features of said method and of the abovementioned apparatus are set out in the following claims.

Said features, together with the effects arising therefrom, will emerge more clearly from the description herebelow of a preferred and non-exclusive embodiment of the invention, illustrated in the accompanying drawings, wherein:

- Fig. 1 shows a partial radial cross-section of the interference zone of a pair of twinned tyres in "kissing" condition;

- Fig. 2 shows a top plan view of the interference zone of Fig. 1;

- Fig. 3 shows a perspective view of an apparatus for carrying out the method according to the invention;

- Fig. 4 shows a cross-sectional view of the apparatus of Fig. 3;

- Figs. 5 and 6 show in detail two steps of the method according to the invention;

- Fig. 7 is a diagram showing the behaviour of two different tyres during the testing method according to the invention.

With reference to Figures 3 to 6, there will be first described an apparatus for carrying out the abovementioned method, indicated in its entirety by reference sign 1 in Fig. 3.

Said apparatus is derived from those apparata normally used for rolling tests, in which a tyre 2, mounted on a rim 3, is set in rotation on a rotating drum 4 (also called "road-wheel") thereby simulating the operation of a tyre on the road.

The tyre 2, mounted idle on its axle, is set in rotation by the drum 4, operated by a motor (electrical or of another type) not shown in the drawings, and the rolling conditions of the tyre 2 on the drum 4 may be varied during the test by modifying the speed of rotation, the load applied to the tyre, the slip and camber angles given to the tyre axis.

For this purpose, the rim 3 is mounted on an arm 5 which projects from the frame 6 of the apparatus 1, said arm being movable upwards and downwards along said frame by means of an operating screw 7.

By varying the height position of said arm 5, a smaller or greater contact force between the tyre 2 and the drum 4 is obtained, thus simulating various loading conditions acting on the wheel of a vehicle.

The Figures do not show the devices for varying the camber and slip angles since they are known and not relevant for the purposes of understanding the invention.

A shaped disc 10 is arranged in a position underneath the arm 5 (as will be explained more clearly below), being mounted idle on a vertical support pin 11 such that said disc 10 is free to rotate with respect to the vertical axis L of such pin 11, which is perpendicular to the axis of rotation of the tyre 2.

The pin 11 is in turn movable to translate along a horizontal guide 13, by means of a screw/lead nut thread coupling 14 or similar device; said movement allows the disc 10 to move towards or away from the tyre 2 in accordance with pre-selected manners for performing the test.

Finally, the guide 13 is also vertically displaceable by means of a set of four screwed columns 16, so as to vary the position of the disc 10 along the sidewall of the tyre 2.

According to the method of the invention, the disc 10 is gradually moved towards the tyre 2 while the latter is rolling on the drum 4, starting from an initial position wherein the disc 10 is at a distance from the tyre 2 (see Fig. 5).

When the disc 10 comes into contact with the sidewall of the rotating tyre, it is the frictional force which sets the disc 10 in rotation.

At this point of the test, the disc 10 is pushed further against the sidewall of the tyre, which is thus deformed by it as shown in Fig. 6.

The penetration depth of the disc 10 into the sidewall of the tyre 2, following initial contact between them, is a parameter - measured in mm or in other units of length - which provides an indication of the penetration degree of the sidewall of a first tyre into the sidewall of a second tyre alongside the first one, namely an indication of the deformation following the abovementioned "kissing" between two adjacent tyres.

In order to better understand this concept, reference should be made to Figure 2 which is a plan view showing the deformations of two twinned tyres 21, 22, also shown radially sectioned in Fig. 1; in particular, the pressure Pi in the first tyre 21 is greater than the pressure P₂ in the second tyre 22.

This is the typical situation that occurs when one of the two twinned tyres has a pressure which is lower than that of the other tyre, and therefore the distribution of the load over them is not uniform; this causes an excessive compression (in the cross-section) of the tyres with respect to their normal operating condition, wherein the two tyres are not in contact with each other, such that the sidewall of the tyre with a higher pressure compresses the sidewall of the tyre with a lower pressure, thereby giving rise to the phenomenon of "kissing".

As shown in Figure 2, this situation affects the part of the tyres 21, 22 which is located in connection with the footprint areas 23, 24 of the respective tread bands 25, 26; said areas are indicated with the hatch in Figure 2 and represent the tyre zone where contact with the ground occurs.

In accordance with a preferred embodiment of the invention, the deformed configuration of the tyre 21, whose sidewall urges against the sidewall of the tyre 22, may be advantageously reproduced by a circular disc which has a diameter 27 similar to that of the curvature of the sidewall of the higher-pressure tyre.

The shape of said disc is indicated by the broken circular line in Figure 2 which corresponds to the shaped disc 10 used in the apparatus 1 described above. The height and the profile of the disc 10 are therefore shaped so as to reproduce the penetration of the sidewall of a first tyre into the sidewall of a second tyre arranged alongside thereto.

Therefore, by varying the position of the disc 10 with respect to the sidewall of the tyre to be tested, with the method according to the invention it is possible to reproduce the various "kissing" situations which occur in real conditions when two twinned tyres are used. More specifically, with reference to Figure 6 it can be seen that when the disc 10 urges against the sidewall of tyre 2, the latter is deformed assuming a profile with curvatures in opposite senses, i.e. concave in certain points and convex in others; this situation is represented by the circumferences , C and C (the latter shown only partially) in Fig. 6, arranged along the sidewall of the tyre 2 and defining different radii of curvature assumed by said sidewall following to "kissing".

If the disc 10 is pushed further (by means of the lead nut thread 14) against the sidewall of the tyre, the radii of the three circumferences Ci, C₂ and C₃ change with respect to those shown in Fig. 6; the same thing happens if the disc 10 is moved vertically (by means of the screw columns 16) with respect to the tyre 2, without changing the distance between the disc 10 rotation axis and the median (equatorial) plane of tyre 2.

By comparing Figures 1 and 6, it is possible to appreciate the correspondence between the tyre sidewall deformation obtained with the method according to the invention, and that caused by the interference between two tyres in "kissing" condition.

At this point, however, it has to be pointed out that the abovementioned deformation occurs only in the sidewall zone affected by "kissing": in the remaining part the sidewall has a different, generally convex, profile which may be approximated with a circumference such as that indicated by C₄ in Figure 5, relating to the undeformed condition of the tyre.

Consequently, for each revolution of the tyre the sidewall subjected to the "kissing" phenomenon undergoes a cyclical deformation when it passes through the interference zone, resulting in a change of its configuration from a generally convex one with a substantially uniform radius of curvature (such as that of the circumference C₄), into a configuration wherein there is a concave zone (that of the circumference C₃) alternate with convex zones having small radii of curvature (defined by C_\ and C₂).

This means that the sidewall of the tyre and the components which form it, i.e. the lining rubber and the carcass wires, are subjected to an alternate stress whose magnitude depends on the degree of "kissing" deformation (caused by an adjacent tyre or by the testing disc 10) and having a frequency equal to the number of revolutions of the tyre in a given unity of time.

The Applicants have found that said alternate stress produces a fatigue stressing in the sidewall of the tyre, and in particular in the metallic carcass cords, thereby leading to the "zipper break" of the sidewall, as described above.

It should further be observed that said deformation takes place on the tyre sidewall at least along two different planes: a substantially radial plane (containing the tyre rotation axis - fig. 6) and another one substantially perpendicular to the equatorial plane of said tyre (fig. 2).

According to Applicant's opinion, without any limitation arising therefrom, the break of the cords should be ascribed to a combined fatigue action, due to the combined compression (brickling) and flexion stresses which are particularly high when the tyre is running with an inflation pressure lower than the nominal one, or in particular rolling conditions (for instance, along a curvilinear path).

The identity between the types of breaks occurred in real life and those caused during laboratory tests, was verified by performing a comparative analysis of the fracture sections of the carcass cords belonging to tyres mounted on lorries and removed from the vehicle after "zipper break", and the fracture sections of cords of tyres tested on the apparatus according to the invention.

This analysis has shown that in both cases (testing method and real conditions) yelding of the cord wires in the tyre broken zone is due to fatigue. As persons skilled in the art know well, in this case the break of the wires may occur along a clean plane (with angles, for example, between 90° and 45°) or may have a "flute tip" form.

These results have been confirmed (and have demonstrated their reproducibility) in a series of tests which were carried out using the apparatus 1 described above, said tests being explained herein below with the aid of some tables.

Said tests consisted in subjecting tyres of different rubber compound compositions and/or carcass structures to an operating cycle on the apparatus 1, varying with pre-established steps the penetration depth of disc 10 into the sidewall of the tyre, the pressure of the tyre and the load acting on it.

In particular, the penetration depth of disc 10 was considered its position with respect to a reference condition in which said disc is tangential to the tyre sidewall. This parameter was measured in millimetres.

In the tables below, the penetration depth of the disc, referred to as "kissing", has been assumed as the parameter representing the simulated degree of interference between two tyres in real conditions.

The first experiment was carried out on 315/80 R22.5 Applicants' tyres, genetically defined as "model A".

In particular, a first tyre (I) with gradually increasing load and pressure levels, following a step by step sequence including, for the tyre size above, a load variation from 3000 to 9000 kg (nominal load of 4000 kg) and an inflation pressure variation from 5 to 9 bar (nominal pressure of 8 bar), waas tested. The results obtained are shown in Table 1, from which it can be underlined that there was no "zipper break" of the tyre, but only a deterioration thereof as a result of sidewall rubber removal from the carcass along the sidewall against which the disc had acted, after 400 hours. Therefore, the "zipper break" does not depend on the load variation acting on the tyre.

Thereafter a second tyre (11) was tested, starting directly with the more severe conditions reached by the first tyre (I). Also in this case there was no "zipper break", but only deterioration with removal of the rubber after 148 hours.

In other words, the method according to the invention has demonstrated with the results of said first test that "zipper break" does not depend on the heaviness of the operating conditions to which tyres are subjected.

TABLE 1

315/80 R22.5 tyre - "Model A"

Thereafter less severe conditions for the tyres were chosen as regards the load, but using inflation testing pressures substantially lower than the nominal one; the results for the same type of tyre ("model A") used in the first experiment are shown in Table 2.

TABLE 2 315/80 R22.5 tyre - "Model A"

As can be seen, in these operating conditions after a fairly limited number of hours of operation (24 h, 7 h and 10 h, respectively for tyres I, II, III), "zipper break" of the tyres occurred; it should be noted that this happened with a low inflation pressure in accordance with what was explained before about the fact that, in real conditions, this particular break takes place when one of the two twinned tyres has an inflation pressure lower than the other. The behaviour of the tyres with regard to this phenomenon (i.e., a greater or smaller duration) generally depends on their structure and therefore on the carcass type as well as on the rubber compound used for the manufacture of the various parts of the tyres and on the tread pattern.

This may be easily appreciated from Table 3 which refers to a test cycle carried out by using the same parameters as in Table 2, on Applicants' tyres of the same size but with a different tread pattern ("Model B").

As can be seen, the number of hours following which "zipper break" occurred is substantially greater in this second case.

TABLE 3

315/80 R22.5 tyre - "Model B"

Finally, as mentioned further above, at the basis of the present invention is Applicants' perception that "zipper break" depends on a fatigue phenomenon, following the cyclical deformation of the tyre sidewall when it is subjected to "kissing".

For this purpose special tests were thus carried out during which, all other conditions (i.e., pressure, speed, load) remaining unchanged, there was varied the penetration depth of the test disc 10 into the tyre sidewall, i.e. the degree of deformation thereof.

In particular, during the experimentation, it was decided to increase gradually stepwise the "kissing" value applied to the test tyre, after a predefined test period (24 hours).

The results relating to tests carried out on three 315/80 R22.5 tyres, "Model C" are shown in Table 4. Said tests clearly show the existence of a "kissing" level below which zipper break does not occur.

Indeed, as shown, in the case of two tyres (I and II) subjected to "kissing" values of 30 and 32.5 mm, respectively after 96 and 168 (i.e. 4 and 7 days) continuous hours of testing, no fault occurred whereas after just two hours of testing (again for the same tyre I and II) at a higher "kissing" value (40 mm) the "zipper break" occurred.

Likewise, another tyre (III) subjected as from the first step to a "kissing" value of 40 mm, revealed the "zipper break" after only three hours.

TABLE 4

315/80 R22.5 tyre - "Model C"

On the basis of the tests carried out by the Applicants, for each tested tyre it was possible to obtain a curve whose typical trend is shown in the graph of fig. 7.

This graph carries along the abscissa axis the duration of the test carried out on a tyre and along the ordinate axis the penetration depth ("kissing") of the disc 10 into the tyre sidewall.

The curves X and Y of fig. 7 relate respectively to a given manufacturing type of a tyre, in predetermined load and pressure conditions. More specifically, curve X relates to a Model A tyre with nominal load of 9000 kg and operating pressure of 3 bar, while curve Y relates to a Model B tyre.

As shown, the typical trend of said curves is generally decreasing, with a profile roughly parabolic characterised by the presence of a horizontal asymptote (broken line): this means that in the case of "kissing" values lower than said asymptote, no "zipper break" occurs.

Furthermore, the graph of figure 7 shows the displacement of said typical curves following to the different structures of the tyres.

More in detail, in figure 7 the duration/penetration depth curves of two different Applicants' tyres X and Y are compared.

Furthermore, a person skilled in the art may appreciate how the trend of said curves is similar to that of the well-known Wholer curves, relating to the fatigue of materials subjected to alternate stresses.

For this purpose it is sufficient to consider that, for example, in the case of tyres having the sizes referred to above, a test lasting for 100 hours at a speed of 60 km/h corresponds to about 1.8 x 10⁶ cycles of alternate stress applied to the carcass cords.

Moreover, the degree of "kissing", on which the degree of deformation of the carcass cords depends, produces in said cords a corresponding state of tension: consequently, along the ordinate axis of the graph in Fig. 7 it would be possible to replace the "kissing" parameter (in mm) with the tension (in Pa or kg/mm²), thereby obtaining, also from this point of view, a perfect correspondance with the Wholer curves.

In other words, the "kissing" deformation test carried out by using the method according to the invention is equivalent to a test in which the tyre sidewall and the carcass cords are cyclically stressed by changing the curvature thereof in accordance with what explained above in connection with Figures 5 and 6.

Therefore, it follows that a state of fatigue is induced in these components (sidewall and associated cords) which causes their sudden yielding (collapse) within brief periods and under not particularly severe conditions (tyre load and inflation pressure).

In the light of the foregoing it has therefore been shown that the method according to the invention allows to achieve results corresponding to those under real conditions, where the "zipper break" occurs also on tyres which are almost new and, more generally, at any moment during the life of the tyre: for this purpose it is sufficient that the tyre operates under "critical" conditions (i.e., above the asymptote of the curves shown in Fig. 7) even for a limited number of hours.

Applicants have also found that a "memory effect" exists in the tested tyres.

Indeed, the experiments carried out have shown that it is not necessary for the tyre to be kept continuously under the abovementioned critical conditions to achieve the "zipper break" thereof; said break occurs also if the tyre is kept under said conditions for several periods of time alternate, at intervals, with normal operating conditions (i.e., with no "kissing"), provided that the overall sum of the partial periods is such as to reach the fatigue limit defined in the diagram according to Fig. 7.

In this connection, finally, it is important to underline an important advantage achieved by the apparatus according to the invention.

Indeed, as mentioned above, the invention arises from Applicants' perception that the "zipper break" of tyres mounted on lorries is caused by the interference which occurs between two twinned tyres, as shown in Fig. 1.

Consequently, on the basis of this perception it would also be possible to carry out the method of the invention using an apparatus in which there are two tyres arranged side by side, one of said tyres causing the deformation of the other one.

Such an apparatus would, however, be much more complex than that shown in Fig. 3 and therefore also the tests would be more difficult to be performed since, in order to produce an interference of the desired degree, it would be necessary to adjust several parameters instead of the abovementioned penetration ("kissing") of the test disc 10.

Of course, other variations of the invention with respect to that described hitherto will also be possible.

In one embodiment, not shown, a load cell is positioned on the axis of the disc 10 so as to measure the lateral force exerted by said disc on the sidewall of the tyre to be tested.

Furthermore, in the example described above the disc 10 is mounted in an idle manner and is driven rotatably by means of the contact with the tyre to be tested. In accordance with a further embodiment of the invention said disc, being driven by a motor, is set in rotation at a required speed for carrying out tests where the effect of relative fictional contact thereof with the tyre is assessed.

Moreover, the rounded profile of the external edge of the disc can be different from that shown in the drawings.

For instance, it can have discontinuities, ribs and/or projections so as to simulate the presence of a stone or the like squashed between two adjacent tyres, as sometimes occurs under real conditions.

The disc 10 considered above is movable horizontally, in order to vary the penetration depth into the tyre sidewall, and vertically, in order to deform the sidewall at different heights when required. However, it is possible to provide apparata where the inclination of the rotation axis of the disc is also adjustable with respect to the meridian plane of the tyre, so as to obtain further experimental effects.

Last, the rolling surface of the tyre to be tested, which in the above apparatus consists of the usual road-wheel, could also be made by using another equivalent system; for example, use could be made of a conveyor belt (suitably supported in the footprint area of the tyre) which would allow tests to be carried out on tyres rotating on a flat surface.

Finally it is necessary to take into consideration the fact that, although the invention is of particular interest for tyres intended for applications on industrial vehicles, where "zipper breaks" caused by twinned tyres occur, it may nevertheless be applicable more generally also to any tyre in order to study their behaviour in response to stresses cyclically acting thereon.

Claims

1. Testing method for causing a controlled break of a tyre sidewall, characterized in that it comprises the steps of:

- setting in rotation a tyre (2) on a surface (4) with predefined speed, inflation pressure and load conditions;

- applying a pressure against said tyre sidewall in the proximity of its contact area with said surface (4), by means of a shaped body (10) for deforming said sidewall according to a profile comprising at least two portions with opposite curvatures (Ci, C₂, C₃), concave and convex.

2. Method according to Claim 1, wherein said shaped body (10) is moved transversely with respect to the tyre (2) between a non-operative position, in which said shaped body (10) is not in contact with the sidewall of said tyre, and an operative position in which said shaped body (10) is made to advance and penetrate into said sidewall for a predefined depth with respect to the undeformed profile of said sidewall.

3. Method according to Claim 2, wherein said shaped body (10) is movable along said sidewall of the tyre (2) in a radial direction with respect thereto, so as to deform said sidewall at different heights.

4. Method according to Claim 3, wherein said shaped body (10) is set in rotation at a predefined speed.

5. Apparatus for causing a controlled break in the sidewall of a tyre, comprising a surface (4), an arm (5) for supporting said tyre (2), means for setting in rotation said tyre on said surface (4), a shaped body (10) movable transversely with respect to said tyre, between a first, non-operative, position and a second, operative, position in which said shaped body (10) penetrates into said tyre sidewall for a predetermined depth.

6. Apparatus according to claim 5, wherein said shaped body (10) is a rotatable disc.

7. Apparatus according to Claim 6, wherein said shaped body (10) is movable along the sidewall of said tyre (2) in a radial direction with respect thereto, so as to deform said sidewall at different heights.

8. Apparatus according to Claim 6, wherein said shaped body (10) is operated so as to be set in rotation at a predefined speed.

9. Apparatus according to Claim 6, wherein the rotation axis of said disc is inclined with respect to the meridian plane of said tyre.

10. Apparatus according to Claim 5, wherein said surface (4) is a rotating drum.

11. Apparatus according to Claim 5, wherein said arm (5) is movable to be translated so as to vary the load applied on said tyre (2).

12. Apparatus according to Claim 5, wherein said shaped body (10) penetrates said tyre sidewall in proximity of the footprint area thereof with said surface (4).